Escape gets sleeker, sportier look for 2013

Updated 5:53 pm, Friday, April 19, 2013

Redesigned for 2013, the Ford Escape moves into its third generation with a new body that's much more sporty looking and sleeker than its predecessor.

Redesigned for 2013, the Ford Escape moves into its third generation with a new body that's much more sporty looking and sleeker than its predecessor.

Photo: Ford Motor Co.

Escape gets sleeker, sportier look for 2013

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Ford's popular Escape utility vehicle moved into its newest generation for 2013 with a complete redesign that put it at the forefront of the burgeoning compact crossover class.

While the model it replaced was perhaps cutting-edge when it debuted, it had grown old with its boxy utilitarian shape as its key competitors came to market with makeovers that eliminated their square shapes and became more carlike.

Now the Escape has joined them, bearing a new exterior that's lower, sleeker and much sportier. The shape is similar to that of the redesigned Honda CR-V that arrived for 2012, but also seems to have taken design cues from Ford's midsize Edge crossover.

The Escape, CR-V and Toyota RAV4, which also was redesigned for 2013, are among the top models in the compact crossover class, a segment that actually was created by the 1996 RAV4 and boosted by the arrival of the CR-V for 1997.

Seven trim levels are offered, ranging from the base S model with front-wheel drive ($22,470 plus $895 freight) to the top-of-the-line Titanium all-wheel-drive version ($32,120), which is the one we tested for this report. All-wheel drive is not offered in the base model.

In between are the SE front-drive ($25,070) and all-wheel-drive ($26,820); SEL front-drive ($28,170) and all-wheel-drive ($29,920); and Titanium front-drive ($30,370).

Fuel economy is improved up to 5 mpg over the 2012 model, thanks to the new 178-horsepower 1.6-liter and 240-horsepower 2.0-liter EcoBoost four-cylinder engines. The 1.6-liter is standard in all but the S model, which comes with a 2.5-liter normally aspirated four-cylinder with 168 horsepower; and the Titanium models, which come with the 2.0-liter.

Six-speed automatic transmissions are standard across the line. The two EcoBoost engines are connected to a specially calibrated SelectShift automatic, which has a manual-shift feature.

As in the past, the new Escape has room for up to five people, and there is decent knee- and legroom even in the back seat. Headroom is about the same as before, even though the roof is lower.

Ford rolled out the original Escape for 2001, basing it on the architecture of the Mazda 626 sedan and creating a unibody chassis that combined frame and body in one piece — the formula used by all of today's crossovers. It was revised, but not totally redesigned, for 2008.

Mazda, which at the time was partly owned and controlled by Ford, had its own version, called the Tribute; and in 2005, a Mercury model, the Mariner, also came to market. The Mariner went away after 2010, when Ford discontinued the Mercury brand. The Tribute was discontinued after 2011; it has been replaced by an all-new Mazda-designed model called the CX-5.

Gasoline-electric versions of the Escape were offered from 2005-2012, but Ford chose not to offer the hybrid with the new generation, perhaps because the 2013 Escape's turbocharged EcoBoost engines offer similar highway fuel economy. But I wouldn't rule out an improved third-generation Escape hybrid sometime in the not-too-distant future, considering that hybrids are growing in popularity and Ford has been adding them to its mix of vehicles.

Having had a previous-generation Escape in my extended family, I can say that the new model has been significantly improved, with a much softer ride, crisper — almost sporty — handling, more zip (with the turbo engines) and a considerably quieter cabin.

Driving this version with the 2.0-liter turbo was much more fun than I expected from a compact family crossover. With its relatively light weight, the Escape had plenty of power, and road handling was superb. The electric steering was responsive and tight, and the suspension held the car to the road even on some tight turns on twisty country roads that I like to use for vehicle tests.

The new Escape has more cargo space than its predecessor. There is 34.3 cubic feet of cargo area behind the second row (up from 31.4 last year), and that expands to 68.1 cubic feet with the rear seat folded.

Among new Escape features are a variety of hands-free technologies, including a power tailgate that has motion-sensing feature that Ford says is similar to that of video games. You've probably seen the TV commercials showing a man opening the tailgate by putting his foot under the rear bumper as he approaches with his arms full.

Ford says a gentle kicking motion under the middle of the rear bumper activates the tailgate, which lifts straight up for easy loading and unloading of cargo. But I must not have been doing it right, because I never could get my test vehicle's hatch to open like that. Perhaps I just never found the right spot; I had to use the remote key fob to raise it.

For those who are parking-challenged, there's even an available self-parking system that helps parallel park the Escape at the touch of a button. It does the steering for you; the driver needs only to operate the gas and brake pedals.

This feature was included on my tester as part of the Parking Technology Package ($995), which also brought a back-up camera and blind-spot detection system. The self-parking function is actually pretty cool — it even helps you scout out a space that the vehicle can fit into.

We tried it in some downtown parking spots, but came to realize that there really aren't very many opportunities to use the system these days, as we normally don't go many places where there are still parallel parking spaces. The system isn't usable or necessary for parking lots.

An active grille shutter system, included on all models with the 1.6-liter EcoBoost and 2.5-liter four-cylinder engines, is designed to cut down wind resistance.

When equipped with towing gear, the new Escape continues to be able to tow a trailer weighing up to 3,500 pounds.

The only other option on my tester was the awkward MyFord Touch navigation/infotainment system ($795), which is just way too complicated to operate while you're trying to drive the car safely.